Mitsubishi intends to break the current austerity model, in which the occasional sparks of the brand’s avant-garde design and performance-oriented engineering remain deep asleep. The 2018 Mitsubishi Eclipse eclipse is the first result of this effort, which aims to send a correction signal to the more compelling squad.
In the interest of survival, Mitsubishi decided to focus its hopes on commercial vehicles a few years ago while providing value. If non-SUVs (except phantoms) reappear in the lineup, the alliance between Mitsubishi and Renault-Nissan will make it almost certain that Nissan will come out in Nissan. In the meantime, the new Eclipse Cross separates the size differences between the large Outlander and the small Outlander Sport, and the goal is to be at least more athletic than either. Its design is driven by the same outward-looking style as the Toyota C-HR and the Mazda CX-3, although the Mitsubishi is larger and has more interior space than these models.
Ready for another Crossover Coupe?
However, do not let this weird aesthetics, or the fact that Mitsubishi uses the nameplate of its front coupe, causes you to go too far. Eclipse There is no taste of sports car cross, Mitsubishi said it focused on shape and technology. Nathan Berg, senior product manager at Mitsubishi Motors North America, said the project was inspired by the dream of bringing the BMW X4 model to mainstream crossovers. He explained: “The Eclipse Cross did draw a completely different mindset from the two Outlander models, one who wanted a truly good looking car.
The Eclipse Cross is the mix of the front-end look of the rest of the brand’s compact crossovers, with a completely different design on the rear, more sporty and ra heard at some angles, and the rest of the busier. Inside, the sprint has an equally divided, cockpit layout, a lot of fine.
There are two special considerations for the driver interface. The top decorative level includes a head-up display, which can be expanded when not in use, and all infotainment systems except the base ES include a 7.0-inch flat panel display located above the dashboard. The latter supports both Apple CarPlay and Android Auto, and in addition to the most sturdy Luddites, you get immediate intuition even without a simple volume knob. The touchpad is used to control the system placed in the central console, not so simple. It combines the Lexus touchpad and Audi’s MMI system.
More exciting than styling, but perhaps more important is the new 1.5-liter inline four-cylinder turbocharger under the hood. As part of the new engine range, it produces 152 hp at 5500 rpm and 184 pound-feet of torque at 2000 to 3500 rpm. (The European-style Eclipse crosses we ran in the summer had nine horsepower but the same torque.) Although the EPA’s fuel economy rating was not yet available, it was pleased with the unleaded petrol diet.
The engine ran smoothly and sounded comfy, no complaints from 1500 rpm, and it really worked at 2500 rpm – despite insufficient power at 5000 rpm (engine speed at 6,000 rpm). Moving the shift lever to the left to the manual door locks one of the eight preset ratios, allowing you to keep turbo boiling and provide a coercive commitment to replace a larger naturally aspirated engine. However, for their own equipment CVT silences the engine’s sharpness and torque instead of showing it. In relaxed city cruises, it’s not that easy as long as you do not mind the fuzzy speed that comes with it. The Eco Mode button further attenuates the accelerator inputs and amplifies CVT disturbances to keep up with faster traffic. Driving on the freeway brings the gearbox upset as it raises the speed much faster than necessary, gently accelerating the speed and looking for a proportional choice on a slight uphill grade.
Interestingly enough, Mitsubishi installed a large, satisfactory paddle paddock worth a sports car on the Eclipse Cross steering column where they should be. Turn the left one into a tight hairpin and turn to get up lazily, but not much forward thrust when you get back to the accelerator. Quality can be part of the problem. The weight of the full load Eclipse Cross SEL AWD-3516 that Mitsubishi Motors claims is nearly 250 pounds heavier than the last Outlander Sport (2.0 AWD) we tested. So, we do not want this model to have any damage in this car for 9.5 seconds, 0 to 60 miles.
Happily, Eclipse Cross’s orbit is very good, and there is a precise turn. This may be the result of Mitsubishi’s efforts to make the model harder and harder than the Oland campaign. But the combination of a flexible suspension with 18-inch Bridgestone Ecopia low-rolling resistance rubber (all basic ES models with a 16-inch Falkens tire) and limited grip make this cross feel lighter than entering the corner.
All versions of Eclipse Cross come standard with an all-wheel drive system called the Super All-Wheel Control (S-AWC) by Mitsubishi in addition to the basic ES. Like the Outlander and Outlander Sport, this system uses an electronically controlled viscous center differential to regulate the torque flow between the front and rear axles. Eclipse Cross, like the Outlander Sport, has a front-to-rear differential, but adds more sophisticated software that uses brakes to control torque flow between the left and right wheels. However, layman has a more detailed system, but also can achieve torque transmission between the front wheels without the need for brakes, but the use of a second clutch assembly. The all-wheel drive and stability control system in Eclipse Cross also has gravel and snow modes.
Eclipse Cross will not miss any beat in terms of seat space and availability. The 60/40 split-folding rear seat slides back and forth through nearly 8 inches of travel to distribute space between the rear seats and the trunk volume, with rear seatback inclination adjustable. The back of adults have enough space, but for three people may be more crowded. We will pick up the cargo floor quite high, the back seat is not flat folded, the cargo area lid is a dealer’s accessory.
Just as Mitsubishi wants Eclipse Cross to mark a turning point in brand development, one of its key sales propositions is value for money. In addition to basic ES trim levels, all other components include all-wheel drive; starting at $ 24,290 and all-wheel drive at $ 600. The LE model ($ 25,890) received exterior upgrades and a touchpad infotainment system. The SE ($ 27,390) added details such as heating the front seats and the SEL model ($ 28,890) with leather and head-up display. We have a $ 31,390 top SEL equipped with a Touring component that includes adaptive cruise control, front collision warning, lane departure warning, heated rear seats, heated steering wheel, premium audio system and dual-pane panoramic sunroof.
The brand’s 10-year warranty on powertrain components is still another selling point of value. Another telematics service called Mitsubishi Connect debuts at Eclipse Cross, offering a full range of connected self-service features including remote climate control preprocessing, car finder, parental controls, automated collision notification and emergency assistance. In addition to application-based, you can pair with Amazon Alexa devices and Google Assistant. The first two years are free; then 99 dollars a year.
We are pleased to see Mitsubishi’s signs of life that Eclipse Cross is undoubtedly a better market proposition – if not exciting – better than the Eclipse Coupé. While this crossover is a good fit on the path, we expect the brand’s plan to include more models with Mitsubishi’s knowledge and driving pleasure.